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2020-16-15: The FAA is adopting a new airworthiness directive (AD) for certain Viking Air Limited Models DHC-2 Mk. I and DHC-2 Mk. III airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as cracks reported on the forward and aft float strut wire pull fittings. The FAA is issuing this AD to address the unsafe condition on these products.
81-23-04: 81-23-04 SIKORSKY AIRCRAFT: Amendment 39-4251. Applies to all model S-76A series helicopters certified in all categories equipped with 76351-09000-058 or prior dash number main gearbox assemblies. For main gearboxes with 650 hours or more time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service unless already accomplished. For main gearboxes with less than 650 hours time in service since new or last overhaul on the effective date of this AD, compliance is required within the next 100 hours time in service or before the accumulation of 650 hours time in service, whichever occurs later, unless already accomplished. To prevent possible failure of the splines between the main gearbox input pinion bevel, P/N 76351-09019 series, and the helical gear, P/N 76351-09020 series, accomplish the following: 1. In accordance with paragraph F of Sikorsky Service Bulletin No. 76-66-14, dated October 23, 1981, remove and conduct a one-time inspection of the input pinion bevel housing assemblies on the number 1 and number 2 sides. 2. Remove from service and replace with a serviceable assembly all assemblies in which-the torque in the nut retaining the input pinion bevel stack-up is found to be less than 100 foot pounds. 3. If the nut torque is found to be 100 foot pounds or greater, accomplish the following in accordance with Sikorsky Service Bulletin No. 76-66-14: a. Retorque nut to 500 foot pounds. b. Conduct a .001 inch feeler gage clearance inspection. c. Conduct a rotational drag inspection of the main Timken bearing. d. If clearance and drag inspections are satisfactory, return assembly to service. e. If clearance and/or drag inspection is unsatisfactory, remove assembly from service, and replace with a serviceable assembly. This amendment becomes effective November 9, 1981.
2003-19-10: This amendment adopts a new airworthiness directive (AD) that applies to all Fairchild Aircraft, Inc. (Fairchild Aircraft) SA226 and SA227 series airplanes. This AD requires you to inspect the fuel boost pump wiring for any chafing, cracked insulation material, or evidence of bare wire(s) (referred to herein as damage), and replace any damaged wiring. This AD also requires you to install protective tubing around the fuel boost pump wiring harness. This AD is the result of reports of chafed fuel boost pump wiring to either the inboard or outboard boost pump wiring. The actions specified by this AD are intended to prevent the fuel boost pump wiring from chafing, which could result in electrical arcing. This could serve as an ignition source inside the fuel tank and result in fire or explosion.
72-17-01: 72-17-01 PIPER: Amendment 39-1500 as amended by Amendment 39-1625. Applies to PA-34-200 airplanes, Serial Nos. 34-E4 and 34-7250001 through 34-7350074. Compliance required as indicated. To prevent the possibility of a power loss due to the failure of the induction air box valve, accomplish the following: (a) For those airplanes with 100 or more hours time in service on the effective date of this airworthiness directive unless already accomplished within the last 100 hours time in service comply with paragraph (c) within the next 10 hours time in service and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (b) For those airplanes with less than 100 hours time in service on the effective date of this airworthiness directive, unless already accomplished, comply with paragraph (c) upon the accumulation of 100 hours time in service or within the next 10 hours, whichever is later, and thereafter at intervals not to exceed 100 hours time in service from the last inspection. (c) Remove the induction air box assembly from each engine and remove the valve assembly from the box assembly to permit a thorough visual inspection of the valve assembly. Inspect the valve assembly for any evidence of excessive wear or cracks in the areas where the shaft mates to the valve assembly. (d) If valve assemblies are found to contain worn, loose, or cracked parts, replace the affected parts with serviceable parts of the same part numbers or incorporate Piper Kit Number 760 722V before further flight. (e) Reassemble induction air boxes, install and rig in accordance with PA-34 service manual. Piper Service Bulletin Number 358 dated August 2, 1972, pertains to this subject. (f) The requirements of this AD do not apply when Piper Kit Number 760 722V is incorporated. Piper Service Bulletin No. 374 dated February 16, 1973, pertains to this subject. Amendment 39-1500 was effective August 17, 1972, andwas effective upon receipt for all recipients of the air mail letter dated August 4, 1972, which contained this amendment. This amendment 39-1625 becomes effective April 26, 1973.
2020-16-11: The FAA is adopting a new airworthiness directive (AD) for all Continental Aerospace Technologies, Inc. model GTSIO-520-C, GTSIO-520- D, GTSIO-520-H, GTSIO-520-K, GTSIO-520-L, GTSIO-520-M, GTSIO-520-N, IO- 550-G, IO-550-N, IO-550-P, IO-550-R, IOF-550-N, IOF-550-P, IOF-550-R, TSIO-520-BE, TSIO-550-A, TSIO-550-B, TSIO-550-C, TSIO-550-E, TSIO-550- G, TSIO-550-K, TSIO-550-N, TSIOF-550-D, TSIOF-550-J, TSIOF-550-K, and TSIOF-550-P reciprocating aviation gasoline (AvGas) engines with a certain cross-flow cylinder assembly installed. This AD was prompted by reports of in-flight engine failures due to fractured cross-flow cylinder assemblies. This AD requires visual inspection and, depending on the results of the inspection, modification or replacement of the cross-flow cylinder assembly. The FAA is issuing this AD to address the unsafe condition on these products.
65-12-01: 65-12-01 GENERAL DYNAMICS: Amdt. 39-75 Part 39 Federal Register May 28, 1965. Applies to Models 340 and 440 Series Aircraft. Compliance required within the next 500 hours' time in service after the effective date of this AD unless already accomplished, and thereafter each time the main landing gear gland nut is reinstalled. To prevent the loss of a main landing gear piston and axle assembly due to an improperly installed gland nut, inspect the main landing gear nut installation to assure that the gland nut is installed as follows: (a) Screw the gland nut, P/N 528062, onto the main landing gear outer cylinder, P/N 528402, until it is tight. (b) Unscrew the gland nut until the first tapped hole is opposite one of the milled slots in the cylinder. (c) Screw lock screw, P/N AN 501A-416-8, into the tapped hole so that the screw protrudes into the milled slot in the cylinder. (d) Screw set screw, P/N 500305-4, into an adjacent tapped hole in the gland nut andsafety the lock screw and set screw with a lockwire. (General Dynamics/Convair Models 340 and 440 Maintenance Manuals cover this same subject.) This directive effective June 27, 1965.
2008-24-02: The FAA adopts a new airworthiness directive (AD) for certain Maule Aerospace Technology, Inc. M-4, M-5, M-6, and M-7 series and Model M-8-235 airplanes. This AD requires you to paint the top of the rear elevator control horn, the elevator control cable end attached to the top of the rear control horn, the bottom of the forward elevator control horn, and the elevator control cable end attached to the bottom of the forward control horn. This AD also requires you to insert a supplement into your maintenance program (maintenance manual). This AD results from two reports of accidents where reversed elevator control rigging was a factor. We are issuing this AD to reduce the likelihood of a mechanic rigging the elevator controls backwards, which could result in elevator movement in the opposite direction from control input. This condition could lead to loss of control.
2020-16-07: The FAA is adopting a new airworthiness directive (AD) for Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI identifies the unsafe condition as nose landing gear (NLG) and main landing gear (MLG) attachment bolts without dual retaining devices. The FAA is issuing this AD to require actions to address the unsafe condition on these products.
60-22-02: 60-22-02 PRATT & WHITNEY: Amdt. 211 Part 507 Federal Register October 22, 1960. Applies to All JT3C-6 Turbojet Engines. Compliance required as indicated. (a) Inspect the entire circumference on the rear face of the rear flange of the combustion chamber outer case assembly P/N 255639, (case detail P/N 255640) outboard of the attaching nuts which secure the combustion chamber outer case to the turbine case as indicated below. Inspection should be performed using approximately 6-power glass. Any crack requires replacement of the case. (1) Engines with combustion chamber outer cases which have not been hardness checked per paragraph (b) and Magnaglo inspected must be inspected per above visual inspection every 65 hours' time in service. (2) Engines with combustion chamber outer cases which have been hardness checked per paragraph (b) but not Magnaglo inspected must be inspected per above visual inspection every 130 hours' time in service. (3) Engines withcombustion chamber outer cases which have been hardness checked per paragraph (b) and Magnaglo inspected do not require visual inspection. (b) At overhaul in addition to the visual inspections above: (1) Inspect fillet between snap diameter and front face of rear flange using approximately 6-power glass. Any crack requires replacement of the case. (2) Check hardness of combustion chamber outer case rear flange at three locations approximately 120 degrees apart between the bolt holes of the flange. If hardness is more than Rockwell C40, the case must be replaced. After one hardness check is accomplished this hardness check is no longer required. This supersedes AD 60-11-07. This directive effective October 22, 1960. Revised November 26, 1960, to all persons not receiving individual notice by telegram dated November 2, 1960.
2003-19-07: This amendment adopts a new airworthiness directive (AD) that applies to certain Eagle Aircraft (Malaysia) Sdn. Bhd. (Eagle) Model 150B airplanes. This AD requires you to modify the canard rear spar and the rear spar attachment bracket. This AD is the result of mandatory continuing airworthiness information (MCAI) issued by the airworthiness authority for Australia. The type design responsibility has been transferred from Australia to Malaysia since the release of the MCAI. The actions specified by this AD are intended to prevent detachment of the rear spar bracket from the canard rear spar, which could result in failure of the canard rear spar. Such failure could lead to loss of control of the airplane.
2020-16-04: The FAA is adopting a new airworthiness directive (AD) for certain Pacific Aerospace Limited Model 750XL airplanes. This AD results from mandatory continuing airworthiness information (MCAI) issued by the aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as an incorrect illustration of the screw jack assembly in the airplane maintenance manual, which may cause potential errors with installation. The FAA is issuing this AD to address the unsafe condition on these products.
94-12-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Saab Model SAAB SF340A and SAAB 340B series airplanes, that requires an inspection of the elevator and aileron coves, and further inspections and repair, if necessary. This amendment is prompted by a report of delamination between the composite structure and the aluminum foil on the elevator cove on a Model SAAB SF340B series airplane. The actions specified by this AD are intended to prevent jamming of the aileron or elevator.
2020-16-51: The FAA is adopting a new airworthiness directive (AD) for all The Boeing Company Model 737-300, -400, -500, -600, -700, -700C, -800, -900, and -900ER series airplanes. An emergency AD was sent to all known U.S. owners and operators of these airplanes. This AD requires inspections of the engine bleed air 5th stage check valve on each engine, and replacement of the engine bleed air 5th stage check valve if any inspection is not passed. This AD was prompted by four recent reports of single-engine shutdowns due to engine bleed air 5th stage check valves being stuck open. The FAA is issuing this AD to address the unsafe condition on these products.
83-24-04: 83-24-04 BRITISH AEROSPACE: Amendment 39-4776. Applies to Model BAC 1-11 200 and 400 series airplanes, certificated in all categories. To prevent collapse of the nose landing gear, accomplish the following, unless previously accomplished: A. For pre-modification PM5766 up/down lock jacks: (1) Tonks spring discs - P/N AK43-1283. (i) Must be replaced prior to the accumulation of 4,000 landings or within 500 landings after the effective date of this AD, whichever comes later. (ii) Must be functionally tested in accordance with paragraphs 2.3 and 2.4 of Service Bulletin 32-A-PM5191, Issue 5, dated May 15, 1981, prior to the accumulation of 4,000 landings or within 100 landings after the effective date of this AD, whichever comes later. (2) Terry discs - P/N AB43-2579 and Spring Master discs - P/N AB43-2745: (i) Must be replaced prior to the accumulation of 8,000 landings or within 500 landings after the effective date of this AD, whichever comes later. (ii) Must be functionally tested in accordance with paragraphs 2.3 and 2.4 of the service bulletin prior to the accumulation of 6,000 landings or within 500 landings after the effective date of this AD, whichever comes later; and thereafter at intervals not to exceed 500 landings, until replaced in accordance with paragraph A(2)(i), above. B. For post-modification PM5766 up/down lock jacks: (1) Tonks spring discs - P/N AK43-1283. (i) Must be replaced prior to the accumulation of 8,000 landings or within 500 landings after the effective date of this AD, whichever comes later. (ii) Must be functionally tested in accordance with paragraphs 2.3 and 2.4 of the service bulletin prior to the accumulation of 4,000 landings or within 500 landings after the effective date of this AD, whichever comes later; and thereafter at intervals not to exceed 500 landings, until replaced in accordance with paragraph B(1)(i), above. (2) Terry discs - P/N AB43-2579 and Spring Master Discs - P/N AB43- 2745. (i) Must be replaced prior to the accumulation of 10,000 landings or within 500 landings after the effective date of this AD, whichever comes later. (ii) Must be functionally tested in accordance with paragraphs 2.3 and 2.4 of the service bulletin prior to the accumulation of 8,000 landings or within 500 landings after the effective date of this AD, whichever comes later; and thereafter at intervals not to exceed 500 landings, until replaced in accordance with paragraph B(2)(i), above. C. Terminating action for this AD is accomplished by incorporation of helical coil springs into the up/down lock jack, BAe Modification 32-PM5191. D. For the purpose of complying with this AD, subject to acceptance by the assigned FAA maintenance inspector, the number of landings may be determined by dividing each airplane's hours time in service by the operator's fleet average time from takeoff to landingfor the airplane type. E. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. F. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective January 9, 1984.
2003-19-08: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747 series airplanes, that requires repetitive inspections for discrepancies of certain areas of the forward and aft sides of the body station 2598 bulkhead, and repair if necessary. This action is necessary to find and fix such discrepancies of the bulkhead structure, which could result in failure of the structure to carry flight loads of the horizontal stabilizer, and consequent loss of controllability of the airplane. This action is intended to address the identified unsafe condition.
2008-22-53: This document supersedes AD 2008-18-52 and publishes in the Federal Register an amendment adopting Emergency Airworthiness Directive (AD) 2008-22-53 which was sent previously to all known U.S. owners and operators of MD Helicopters, Inc. (MDHI) Model MD900 helicopters by individual letters. This AD requires turning ON both Vertical Stabilizer Control System (VSCS) switches and turning OFF the autopilot (AP/SAS) switch; pulling certain AP/SAS circuit breakers; installing a placard near the AP/SAS master switch; installing an airspeed limitation placard on the instrument panel; and making changes to the Rotorcraft Flight Manual (RFM). This AD is prompted by 4 occurrences in which the left VSCS adapter tubes failed on the MD900 helicopters and the vertical stabilizer became uncontrollable, resulting in reduced yaw control of the helicopter. There were no injuries, but in one occurrence, due to the high speed quick yaw, the helicopter lost a window and a door. The actions specified by this AD are intended to prevent loss of yaw control and subsequent loss of control of the helicopter.
94-11-09: This amendment adopts a new airworthiness directive (AD), applicable to certain Beech Model 400A and 400T airplanes, that requires inspection to detect damage of the wire harness in the wheel well of the main landing gear (MLG), and modification, if necessary. This amendment is prompted by reports of damage to wire harnesses due to abrasion. The actions specified by this AD are intended to prevent loss of control of the fuel supply to the engine or loss of control of the retraction/extension system for the MLG and MLG door.
2020-13-01: The FAA is correcting an airworthiness directive (AD) that published in the Federal Register. The AD applies to all Daher Aircraft Design, LLC (type certificate previously held by Quest Aircraft Design, LLC), Model KODIAK 100 airplanes. As published, the type certificate (TC) holder in the regulatory heading that identifies the AD is incorrect. This document corrects that error. In all other respects, \nthe original document remains the same; however, for clarity, the FAA is publishing the entire rule in the Federal Register.
94-11-06: This amendment adopts a new airworthiness directive (AD) that is applicable to certain McDonnell Douglas Model MD-11 and MD-11F series airplanes. This action requires modification of the external power feeder cable clamping installation. This amendment is prompted by reports of damage to the external power feeder cables located under the forward cargo compartment floor, which was caused by excessive cable length and/or maintenance personnel stepping on the cables. The actions specified in this AD are intended to prevent arcing from occurring under the forward cargo compartment floor as a result of damaged external power feeder cables, a situation that could lead to a fire at this location.
2008-24-09: We are superseding an existing airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: An A330 operator reported a shroud box bottom panel missing during a routine inspection. The same panel detached from an A330 aircraft during take-off, causing damage to the surrounding structure and to the Trimmable Horizontal Stabilizer (THS) tip fairing. The inspection indicated the blind rivets used to attach the panel worked loose causing fatigue damage with crack propagation through the fastener line resulting in panel detachment * * *. * * * Three additional events of panel loss have been experienced on in service aircraft already inspected in accordance with the AD requirements * * *. We are issuing this AD to require actions to correct the unsafe condition on these products.
2008-24-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as follows: There have been several reported incidents of high altitude, dual engine flameout on JT15D-5 engine powered aircraft operating in certain meteorological conditions. Subsequent to the investigation of incidents, review of the engine design has revealed that the Fuel Control Hydro Mechanical Unit (HMU) P3 servo can be exposed to excessive moisture and freezing. We are issuing this AD to prevent engine flameouts of one or both engines, caused by excessive moisture and freezing in the P3 servo during certain flight conditions.
83-22-03: 83-22-03 CANADAIR: Amendment 39-4756. Applies to Canadair Model CL-600-1A11 airplanes, serial numbers 1005 through 1008 and 1010 through 1056, certificated in all categories. Compliance required as indicated, unless already accomplished. A. To ensure the structural integrity of the bulkhead at F.S. 409.00, incorporate modifications in accordance with Canadair Service Bulletin 600-0124, dated March 23, 1982, within the next 25 hours time in service after the effective date of this AD or upon accumulation of 1175 total flying hours, whichever is later. B. Alternate means of compliance which provide an equivalent level of safety may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. C. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base for the accomplishment of inspections and/or modifications required by this AD. This amendment becomes effective November 7, 1983.
82-08-05 R1: 82-08-05 R1 WING: Amendment 39-4370 as amended by Amendment 39-4428. Applies to Model D-1 (S/Ns 003 and 005 through 009) airplanes certificated in any category. COMPLIANCE: Required prior to further flight, unless already accomplished. To prevent a potential cabin fire hazard, accomplish the following: (a) Deactivate the cabin heater by removing wire H3A18 from the main electrical bus. Stow and insulate the removed wire end. (b) Install a placard in full view of the pilot adjacent to the cabin heater control in letters 1/8-inch high which reads as follows: "DO NOT USE CABIN HEATER" (c) Upon incorporation of the modifications contained in Wing Aircraft Company Service Bulletin No. SB 1033, dated April 9, 1982, the requirements of paragraphs (a) and (b) of this AD are not necessary and the cabin heater may be returned to service by reconnecting wire H3A18 to the main electrical bus and removing the placard "DO NOT USE CABIN HEATER." (d) A special flight permit may be issued in accordance with FAR 21.197 to operate aircraft with cabin heater OFF to a base for the accomplishment of this AD. (e) Any equivalent method of compliance with this AD, if used, must be approved by the Chief, Federal Aviation Administration, Western Aircraft Certification Field Office, Northwest Mountain Region, P.O. Box 92007, World Way Postal Center, Los Angeles, California 90009; telephone (213) 536-6352. Amendment 39-4370 became effective on May 3, 1982, to all persons except those to whom it had already been made effective by a priority letter from the FAA dated April 6, 1982, and is identified as AD 82-08- 05. This Amendment 39-4428 becomes effective August 4, 1982.
2003-09-04 R1: This amendment revises an existing airworthiness directive (AD), applicable to certain Bombardier Model CL-600-2B19 (Regional Jet series 100 & 440) airplanes, that currently requires revising the airworthiness limitations section of the Instructions for Continued Airworthiness by incorporating new structural inspection intervals for the pressure floor skin of the center fuselage at fuselage stations 460 and 513; repair if necessary; and submission of inspection findings to the airplane manufacturer. This amendment terminates the reporting requirement and includes a provision to allow removal of the referenced service information when the information specified in it is included in the general revisions of the maintenance manual. The actions specified in this AD are intended to detect and correct in a timely manner fatigue cracks of the pressure floor skin of the center fuselage at fuselage stations 460 and 513, which could result in failure of the pressure floor skin and consequent rapid decompression of the airplane during flight. This action is intended to address the identified unsafe condition.
2020-12-13: The FAA is adopting a new airworthiness directive (AD) for certain Bombardier, Inc., Model CL-600-2B19 (Regional Jet Series 100 & 440) airplanes. This AD was prompted by reports that during airplane wing fatigue testing, fatigue cracks were found on the lower right- hand-side wing plank at the end of the integrally machined stringers, which led to a determination that new or more restrictive airworthiness limitations are necessary. This AD requires, for certain airplanes, revising the existing maintenance or inspection program, as applicable, to incorporate new or more restrictive airworthiness limitations. The FAA is issuing this AD to address the unsafe condition on these products.